1978 Ferrari 308 GTB

The Ferrari 308 GTB was a combination of curvaceous bodywork and approachable performance, with its low curb weight and potent V8 allowing it to sprint from zero-to-sixty mph in 6.6 seconds and top speeds in excess of 150 mph. It was introduced in October of 1975 at the Paris Motorshow and superseded the Dino 246 GT as the company's mid-engined sportscar offering.

The stunning two-seat coachwork was created by Leonardo Fioravanti of Pininfarina and incorporated some of its predecessor's design cues with the later 365 GT4/BB. Items adopted from the Boxer include the dihedral groove at bumper level splitting top and bottom, the plunging nose, and the sail panels reaching back to meet a shallower spoiler. From the Dino came the conical side air intakes and recessed concave rear window. The GTS models had a removable roof panel with a grained satin black finish, and when not in use, could be stowed in a vinyl cover behind the seats.

The 308 rode on five-spoke 14-inch alloy wheels, and later in production, a 16-inch wheel became optional along with high compression pistons, a high lift camshaft, a sports exhaust system, and a deeper front spoiler.

Ferrari's line of V8-engined road cars began in 1973 with the 308 GT4, badged as a 'Dino' and wearing wedge-shaped styling by Bertone. The all-new 308 GT4 2+2 superseded the V6-engined Dino and was praised for its potent 3.0-liter quad-cam V8 engine. The styling, however, was not well received and when the contemporary styled 308 GTB arrived, Ferrari's second V8 road car, signaled a return to Pininfarina styling. It was badged as a 'proper' Ferrari rather than a 'Dino.' Apart from the styling, the 308 GTB had changed little mechanically apart from a reduction in both wheelbase and weight, retaining its predecessor's underpinnings and transversely mounted engine that now featured dry-sump lubrication.

The 308 GTB rested on a tubular steel chassis with independent coil spring/wishbone suspension at the front and rear, complemented by anti-roll bars, adjustable dampers and disc brakes. The wheelbase measured 92.1-inches (2340mm), a length of 166.5-inches (4230mm), a width of 67.7 inches (1720mm), and a height of just 44.1 inches (1120mm). Placed midship was the Formula One-derived, all-alloy, quad-camshaft 3.0-liter V8 F106AB V-8 with four twin-choke Weber 40DCNF carburetors. It delivered 250 horsepower (188 kW) at 6,600 RPM for European versions and 237 horsepower (177 kW) at 6,600 RPM for the emissions-friendly American versions. American-market cars and those built for Australia and Japan received conventional wet-sump lubrication while the European versions had dry-sump lubrication. The engine was placed at a 90-degree configuration and was transversely mounted in unit with the transaxle transmission assembly, which was below and to the rear of the engine's sump. The fully synchromesh five-speed 'dog-leg' manual gearbox was paired with a clutch-type limited-slip differential. The steering was via an unassisted rack and pinion setup.

The early examples of the 308 GTB were built by Carrozzeria Scaglietti with bodywork comprised entirely of glass-reinforced plastic (or GRP), resulting in a very low weight of 2,315 lbs (1,050 kg). By June of 1977, the 308 began receiving steel bodies which added approximately 331 pounds (150 kg) of weight.

The Ferrari 308 GTS arrived in 1977 at the Frankfurt Motor Show and all examples wore the steel bodies. European GTB models used the dry-sump lubrication system until 1981, while all GTS models received a wet-sump engine. Various differences existed for export markets, specifically the American market to comply with stringent U.S. road safety standards. Performance suffered as the compression ratio was decreased from 9.2:1 to 8.6:1, plus the added weight of a sturdier frame and larger, heavier bumpers.

Although production of the GTS was shorter than its GTB sibling, the GTS proved to be the more popular of the two with 3,219 examples built from 1977 to 1980 compared to 2,897 of the GTB built from 1975 to 1980. Of these, 808 examples were the fiberglass versions (known as vetroresina in Italian).

The Ferrari 308 GTBi/GTSi

A Bosch K-Jetronic mechanical fuel injection decreased emissions and horsepower. This system was installed in 1980 resulting in updated names of the 308 GTBi and GTSi. The European models were now rated at 211 horsepower and 202 horsepower on federalized models. Before the 308 Quattrovalvole's arrival in 1982, Ferrari built 494 examples of the GTBi and 1,743 of the GTSi.

The fuel injection system used a Marelli MED 803A Digiplex electronic ignition system with a coil, distributor, and ignition module for each bank of cylinders. Exterior revisions were extremely minimal, with the wheels now using metric sizes, a slightly different design, and wrapped with Michelin TRX radial tires. 16-inch wheels with Michelin XWX tires were optional. The interior received more attention than the exterior, with a new black steering wheel with three perforated spokes, and the relocation of the clock and oil temperature gauge to the center console. The pattern of the seats was of a new design.

The Ferrari 308 GTB/GTS Quattrovalvole

Seven years after the introduction of the 308 GTB, Ferrari once again selected the Paris Motor Show for the introduction of its 308 quattrovalvole variants. The Ferrari 308 show in 1975 was very similar in design and 'on paper' to the one displayed in 1982. Both had similar styling (albeit a GTS version was now available) and both produced similar amounts of horsepower. The main difference was the four valves per cylinder of the 1982 model, earning it the name 'quattrovalvole', which literally 'four valves' in Italian. While the 1975 Ferrari 308 had produced 252 horsepower, the more modern 1982 'quattrovalvole' delivered 240 horsepower with much improved emissions.

The 2,927cc DOHC 32-valve V8 engine produced 237 horsepower at 7,000 RPM for European specification cars and 230 bhp for the U.S.-designed models. U.S market cars had catalytic converters, and the Bosch K-Jetronic fuel injection and Magneti Marelli Digiplex electronic ignition were carried over from the GTBi/GTSi. Slight updates were made to the gear and final drive ratios.

Minor styling updates were applied to both the interior and exterior, helping to distinguish it from previous variants. The exterior was given power-operated mirrors with a small enamel Ferrari badge, a slim louvered panel in the front lid and a redesigned radiator grille with rectangular driving lights on each side. The previous round side repeaters were replaced by rectangular-shaped units, complimenting the rectangular driving lights.

The steering wheel was once again updated with a satin black three-spoke unit with a triangular center. The seats continued to be offered in full leather but could be optioned with a cloth center. Additional option equipment included wider wheels, 16-inch Speedline wheels wrapped with Pirelli P7 tires, a satin black roof aerofoil, a deep front spoiler, metallic paint, and air conditioning. The aerofoil roof was standard on cars destined for the Japanese market.

Production of the 308 QV lasted from 1982 and 1985 with a total of 3042 examples of the GTS and 748 of the GTB produced during that time.

by Dan Vaughan

Coupe by Scaglietti
Chassis number: 22857

This 1978 Ferrari 308 GTB with chassis number 22857 is a left-hand drive model built to European Specs.

by Dan Vaughan

One of the most well-respected Ferraris to ever roll out of Maranello was the Dino 246, an irony when one considers the car's position in its parent brand's model lineup. An entry level vehicle with only half the cylinders of its famous big brothers, the Dino wasn't even branded as a Ferrari—it wore no prancing horse motifs and had a yellow 'Dino' badge on its nose in place of the familiar, upright rectangle. It was drop-dead gorgeous, though, and it drove with athletic grace. It inspired a new class of mid-engined Ferrari sports cars that often out-handled their more expensive (and more expansive) siblings. When the Ferrari 308 was launched in October of 1975 to replace the Dino 246, it had to meet exceptionally high expectations.

After seeing that even a V6 engine wasn't likely to tarnish the brand's sparkling reputation, Ferrari repealed the bottom-feeder 'Dino' nameplate for the V8-powered 308. With a proper badge on its nose and a triumphant horse dancing on its tail, the 308's rich bloodline was flaunted with pride. This was, of course, only appropriate for a car that looked, sounded, and went like Italy's finest.

The 308 experienced a long production run, and during that time the car was slowly strangled by evolving emissions regulations that stunted its performance. Additionally, weight was added to the car very early in its production when the fiberglass bodies were replaced by steel units. Luckily, though, Ferrari has never been a company to sit back and watch as one of their cars suffers growing pains. The home of the Prancing Horse countered the aging 308's shrinking muscles and growing gut with a midlife crisis to rival the most lavish hair transplants and tummy tucks in the form of the revised Quattrovalvole model.

In 1982, when it was clear that the 308 was growing tired, Ferrari revitalized the car with the introduction of the 308 Quattrovalvole. Translated into English, the Quattrovalvole name means 'four valves.' The new nomenclature referred to a redesigned head featuring four valves per cylinder, a first for Ferrari. The updated mill still displaced 2,962cc, and was mounted transversely behind the cockpit. The compression ratio was increased from 8.8:1 to 9.2:1 (though U.S. versions made due with an 8.6:1 ratio).

The use of Bosh K-Jetronic fuel injection was continued. When first adopted by the 308 in late 1980, the fuel injected engines produced less power than their carbureted predecessors. The power of the old carbureted models was restored with the Quattrovalvole, though. The revised engines produced 240bhp at 7,000 rpm (230bhp at 6,800rpm for U.S. versions), and enabled 0-60 times of 6.1 seconds and top speeds of 155mph.

Two body styles were offered to Quattrovalvole customers, the 308 GTBi and the 308 GTSi. The former was a coupe, while the latter came with a removable roof panel. The 308 design was penned by Pininfarina, and the Quattrovalvole models had several styling features unique to them. New side mirrors and horizontal vents across the width of the 'hood' (front lid) were included, along with a subtly reworked front grille and bumper treatment incorporating driving lights. Beginning in 1984, body panels for the Quattrovalvoles were coated to prevent corrosion.

Ferrari produced the 308 Quattrovalvole until 1985, when the 308 model range was succeeded by the 328. The 308 models in general make exceptional 'starter' Ferraris for enthusiasts who seek to experience the thrills of exotic car ownership for the price of a new Camry. Though Quattrovalvole values are on the upper end of the 308 cost spectrum, they offer an unbeatable pedigree-to-price ratio.

Sources:

'Ferrari 308 Part 4: 308 Quattrovalvole.' QV500.com (2008): n. pag. Web. 6 Jan 2010. http://www.qv500.com/ferrari308p1.php.

Oldham, Scott. 'Long-Term Test: 1984 Ferrari 308 GTSi Quattrovalvole.' Inside Line (2007): n. pag. Web. 6 Jan 2010. http://www.insideline.com/ferrari/308/1984/long-term-test-1984-ferrari-308-gtsi-quattrovalvole.html.

by Evan Acuña

The Pininfarina designed Ferrari 308 was debut in 1975 and was immediately a success. The vehicle's performance, handling, and styling were phenomenal.

For the initial 18 months of the 308 GTB's production, fiberglass was predominately used for the bodies but later switched to all-metal. The fiberglass bodies were around 125 kg lighter.

The 308 was capable of producing 255 bhp from its 3 liter, V8, carburetor engine. In 1980, a Bosch K-Jetronic fuel injection system was installed due to new emission regulations. This caused the horsepower to drop to around 215 hp, thus making the 308 GTBi the slowest of the 308 series.

In the early 1980s, Ferrari introduced 4 valve heads for the 3 liter V8's. This 308's now became known as 308 GTB/GTS Quattrovalvole. The engine now produced 240 BHP, and with the extra weight that was imposed due to using all-metal rather than fiberglass, the performance and handling were back to where it was when it began production.

In 1985, Ferrari introduced the 328 GTB/GTS. A vehicle that came equipped with a 3185 cc engine that produced 270 BHP.

by Dan Vaughan

The 308 was Ferrari's first two-seat V8 road car. Made available to the public in 1975, it was the long awaited successor to the incomparable Dino 246 GT. The 308 series was a new beginning for the company as the premier builder of exotic sports cars for road use. As such, the 308 was designed to epitomize the sports car in its era. It did so admirably, and remains perhaps the most influential enthusiast car in history. The 308 is the car against which every subsequent sports car has been measured, upon which every Ferrari V8 sports and racing car has been based, and the car that brought Ferrari from the pinnacle of elite car-culture recognition into the minds of the general public. 25 years later, the shape and sound of the 308 is still 'Ferrari' in the minds of many people.

Design

The Ferrari 308 GTS provided Pininfarina with an opportunity to flex its design and styling muscle. The company responded by redefining the public's collective impression of what a Ferrari, and indeed what a sportscar, should look like. The task given Pininfarina was the creation of a two-seat mid-engined V8, and few can have expected the Turin designer to respond with such a tour de force.

The 308's shape bears a passing resemblance to Pininfarina's Dino 246 GT. Where the older car was the ultimate expression of curvaceous 1960's styling, the 308 hinted far more at the future. From its sharp nose incorporating a slim bumper and a deep air dam, to its retractable headlights and row of black louvres that vent air from the radiator, the line flows up the windshield and out around the flanks to reunite

with itself at the buttress C-pillars, ending in a very subtle rear lip spoiler. The design is so beautiful and effective that it has been a basis for exterior styling of every subsequent V8 Ferrari and an object of study for design students the world over.

GTS models had louvered panels over the whole of their rear quarter windows. Increased venting front and rear served to improve cooling with each evolution of the engine. By and large, however, the design of the 308 was so iconic and effective that it was virtually unchanged throughout its decade of production.

Drivetrain

The heart of the 308 series was its three litre V8 engine. The 2926cc Ferrari V8 was something of a departure for the company, which had mostly relied on V12s. With the V8, Ferrari could offer much of the power of their legendary V12s while improving fuel economy and saving space. By placing the engine and transmission transversely Ferrari was able to reduce the length of their new sports cars and concentrate the mass within the wheelbase, a lesson of racing.

The transmission in the 308 was a five speed with reverse all synchromesh unit. Mounted transversely like the engine, the transmission received power through an unassisted single plate clutch. The gears sent power to the rear wheels through a limited slip differential and solid driveshafts with constant velocity joints.

by Ferrari